Odometer



Dec. 9, 1930. ZUBATY 1,784,773

ODOMETER Filed March 11, 1926 2 Sheets-Sheet l Dec. 9,' 1930. J. ZUBATY 1,784,773

ODOMETER Filed March 11, 1926 2 Sheets-Sheet 2 gwvantoz figg ok 2x30? Gram mug Patented UNITE STATES JOSEPH ZUBATY, OF FLTNT, MICHIGAN, ASSIGNOR TO A. G SPARK PLUG COMPANY, 01?

PAT oFFIc' FLINT, MICHIGAN, A CQMPANY (9F MICHIGAN onomn'rnn Application filed March 11, 1926. serial in. 84,097.

This invention relates to a novel speedom'eter having combined therewith an odometer as usual.

The new instrument has been designed to overcome various objections and limitations v inherent in prior devices, and to this end involves a single frame element which is somewhat of box shape to permit easy die casting and in which the odometer shaft, the rotor shaft, and the interconnecting gearing are directly mounted. This is an improvement over a frame of detachable parts in ated speedometer on vehicles, but it will be understood that. the construction may be useful in other relations.

\ Among the objects which the invention seeks to accomplish are the following: An

improvement in the odometer drive includ- .ing means for assembhng and securln'g in position the several shaftse an improved position of the reset stem; an improved reset mechanism; and an improved relatlon between the odometer figure wheels and their related star wheels.

The above mentioned and other objects are obtained by the structure herein do scribed and shown on the accompanying 5 drawing. It will be understood that this structure is illustrative of what is now believed to be the best to accomplish the above objects but that changes and modifications mag1 be made within the scope of the claims.

the drawing: 7 Figure l is a front view of the combined speedometer and odometer on an enlarged scale, the face plate bein removed. Figure 2 is a side elevation loo 'ng from the left I g of Figure 1. Figure 3 is a vertical sectional view of the trip wheel set of the odometer and its reset mechanism. Figure 4 is a side elevation, parts being in section, looking from the right of Figure 1. Figure 5 is a section on line 5-5 of Figure 3. Figure 6 is a Vertical sectional view illustratin the assembly of the second worm shaft. Figure 7 is a perspective view of a detail.

Referring now to the drawing for a complete description, numeral 1 represents a frame which carries the speedometer and odometer parts. This frame is a single box shaped member and receives the various parts of the speedometer and odometer, thereby simplifying the manufacture and ensuring a, correct alignment of parts. 3 is a mountin plate, annular in shape, and secured to t e frame by fastening means 5. This frame is to be enclosed in a casing 6. For connecting the casing 6 to the mounting plate 3 there is shown a face plate 8, a glass 10 and a bezel 12. From Figure 2 it will be understood that thebezel engages the front of the glass and is bent over and holds togethera flange on the casing, the mounting plate and also the face plate. llt may be said here that the mounting plate 3 possesses some degree of resiliency whereby shocks given to the casing 6 are avoided by the frame and its speedometer and odometer mechanism.

The drive shaft for the speedometer is admitted to the frame at 7 where it is coupled to a vertical rotor shaft, not shown.

This rotor shaft extends through the vertical frame portion illustrated in Figure 2 and lit) Figure at, This'shaft, as usual, carries rotor (not shown as it is not material to this invention). The speed cup which surrounds the rotor appears as at 9, its spindle being designated as ll and the controlling spring by 13. The pin 15 and lug 17 constitute the zero stop mechanism. lit will-be observed that the upper spindle bearing is carried by frame member 19 secured by screws 21 to the frame member.

Extending at right angles to the rotor shaft and geared thereto at 23 at a point just beneath the, rotor and seed cup is the socalled second worm'sha 25. This shaft is arranged to beassembled from either end of the frame as at 2'? and 29 (see Figure l and Figure 6). For holding this shaft from axial movement, a 'U shaped clip is used, as shown'at 31, is clip-enters a recess 30 in Mill shaft 35 extends vertically (it being understood that the speedometer is mounted on the lar way each succeedin dash). This shaft is mounted at two spaced positions, 37 and 39 in the frame member as shown in Figure 4. It overlies the second worm shaft and has a worm 41 for driving engagement therewith. A clip 43 of U shape has its. bend and one leg engaged over a frame part and its long leg 45 is forked to engage a grooved part'of the shaft 35 to hold this shaft in its vertical position and prevent axial movement. This structure is shown at Figure 1 and Figure 4. It will be noticed also from an inspection of Figure 1 that when the casing is in position over the frame, the clip lies so closel adjacent to the casing that it cannot slip o and release its hold on shaft 35. This third worm shaft is provided near its lower end with a worm 47 which is in driving engagement with a worm gear 49. This worm gear 49 is on the shaft 50 of the season set of figure wheels of the odometer. The worm 49 is made use of to drive the trip set of figure wheels. To that end it engages an idler 51 which in turn drives a spur gear 53. This spur gear, by a mechanism to be described, drives the trip set wheels.

A disk 55 on shaft 50 has two teeth to en gage a tooth of a star wheel 57 on star wheel shaft 59. This star wheel is in driving-engagement with the figure wheel 61 of lowest denomination of the season set. In a simiwheel of the season set is driven, and the units wheelsv63 and the tens wheels 65 of the tri set are driven from the fractional wheel 6 there being, as will be understood, a second star wheel shaft as shown in Figure 1. A feature to which I attribute considerable importance in this connection is the relative position of the shafts of the figure wheels and the shafts of their respective star wheels. The star wheel shafts have commonly been placed closely adjacent each other and between the two figure wheel shafts. By locating the star wheel shafts each in the same relatlon to its figure wheel shafts, as for example, forward and below, as best shown in Figure 2, the douon its wheel whether the wheel be intended for the season set or the trip set. It will be seen from Figure 1 that this double tooth may be between Figures 1 and 2 on each wheel of both sets. No rights or lefts are therefore required and the figure wheels become interchangeable, thus dolng away with the necessity of manufacturing the double set of figure wheels and consequently effecting considerable economy.

In connection with the mounting of the shafts of the figure wheels and star wheels another improvement is to be noted. These shafts engage at their ends in bearin portions of the frame and to secure them in position in a manner to prevent axial move ment, two clips 69 are employed, one for each to facilitate assembly. When placed in osition its frictional grip on the frame ho ds it in position such that the shafts are prevented from longitudinal displacement. It will be observed from an inspection of Figure 2 that the bent portion of this clip lies closely beneath the face plate when that plate is assembled on the casing. Because of this relative position of the clip and the face plate it is impossible for the clip to slip forward and release the shafts which it holds.

Figure 3 shows to best advantage the reset mechanism. Here will be seen a sleeve 7 3 rotatably and slidably mounted upon the trip figure wheel shaft 75. At one end this sleeve carries the spur gear 53 mentioned above engaging the idler 51. The other end of the sleeve is non-circular in shape as at 79 and is slidable within a correspondingly. shaped opening 81 in the fractional wheel 67. In its various positions of movement the sleeve is always in driving engagement with the fractional wheel, but if moved deepinto the opening of the figure wheel the gear 53 becomes disengaged from gear 51. For the purpose of normally maintaining the gear engagement a spiral coil spring 82 is used. This spring engages the surface of the fractional wheel and an abutment 83 on the sleeve, which takes the form of a conical cam. The sleeve 7 3, gear 53 and the conical cam of the abutment 83 together form what I call a cam and gear element, and the conical cam is engaged by a corresponding cam 87 on the reset shaft 89. Just beneath the cam 87 on the shaft 89 is a gear 91. The reset shaft is mounted to be rotated and reciprocated in a frame extension 92. As this reset shaft is projected inwardly the cam members engage and the gear 53 is disengaged from the idler 51 and the gear element 91 on the reset spindle is brought into engagement with the pinion 53. Rotation of the reset spindle under these circumstances causes the rotation of the cam member and enables the trip set to be given a desired reading.

Another feature of importance should be I observed in connection with this reset device.

weaves The angle at which the reset spindle is positioned will be seen from an inspection of Figure'l and Figure 2 to be about 15 from the vertical in two directions, laterally and rear- 5 wardly. 'This position of the reset spindle secures the following advantageous results. It facilitates the mounting of the instrument from the front through an opening provided therefor in the instrument board. lit gives suflicient distance between the driving flexible shaft and the handle portion of the reset spindle so that the drivers fingers are not likely to touch the flexible drive shaft. It provides also in a similar way suflicient distance between the lower edge of the instrument board and the spindle to give room for convenient manipulation. Furthermore this position makes possible a very desirable pitch to the cam members for operating the slidable clutch.

I claim:

1. A reset mechanism for figure wheels or the like comprising a shaft, a wheel thereon, driving means therefor, means slidable on the shaft in constant driving engagement with the wheel and having a gear movable into and out of driving relation with the driving means, means for moving said slidable means including a reset spindle having a gear element thereon engaging, when in one position, the gear of the slidable means. a

2. A reset device comprising a shaft, a figure wheel thereon, driving means, a cam and gear element slidable on said shaft, the

' cam and gear element being in constant driving engagementwith the figure wheel, and its gear normally in driving engagement with said driving means, a reset spindle having a cam and a gear,- the cam cooperating with the 40 cam of the slidable cam and gear element to release the drive and the gear cooperating with the gear of the cam and gear element for the purpose of resetting.

3. In reset mechanism of the class de- 4 scribed, a shaft; a wheel carried by and rotatable about the axis of said shaft; a gear rotatable about and movable along the same axis as that about which said wheel is rotatable, and which gear is in constant driving engagement with said wheel so as to always drive the same; a driving gear with which said first mentioned gear is normally in mesh; a reciprocating and rotatable reset member having a gear which is normally out of mesh with said first mentioned gear; and cooperating members associated with said first mentioned gear and with said reset member for moving said gear along the axis aforesaid and out of mesh with said driving gear, and for simultaneously causing the gear upon said reset member and said first mentioned gear to come into mesh with one another.

In testimony whereof I afiix my signature.

JOSEPH ZUBATY. 

